Elevator



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ELEVATOR y M Original Filed Nov. 29, 1933 Sheets-Sheet' 8 :1f-:Binz 'l @F5 am L A TM acs i 4BcC. Beca AT NEY L" Patented Jan. 5, 1937 UNITED sTATEs ELEVATOR William F. Eames, Edgewood, Pa., assignor to Westinghouse Electric Elevator Company, Chicago, Ill., a corporation of Illinois Application November 29, 1933, Serial No. 700,257 Renewed May 2, 1936 34 Claims.

My invention relates to signal and control systems for elevators and more particularly to such signals and control systems as may be employed for operating a bank of elevator cars wherein only a single push button for each direction at each oor is required for stopping the first one of the cars to approach for the desired direction.

One object of my invention is to provide a signal and control system which will promote the answering of calls and the loading and unloading of passengers in the most prompt and efficient manner.

Another object of my invention is to provide a system in which the registration of a stop signal by a passenger will stop only one car of a bank of cars and that car will be the nearest car ap- 'proaching in the direction in which the passenger desires to travel at the time the stop signal is operated.

A further object of my invention is to provide a system in which, when a prospective passenger presses a call button to make a car stop for him in the direction he desires to travel, he will immediately receive a responsive (car will stop) signal from the nearest car approaching from that direction, so that he may walk immediately to the hatchway door for that car and be ready to step aboard it when the door opens.

A still further object is to provide a system in which a registered stop call will be appropriated by the nearest car at the instant the stop signal button is pressed, and in which that car and only that car will respond to the registered stop call.

v A still further object of my invention is to provide a system in which the nearest approaching car will give an immediate responsive signal in answer to a registered stop call but in which an over-takng car will extinguish the responsive signal of the overtaken car, light its own responsive signal or oor lantern and stop for the passenger so that the waiting passenger may be informed when his registered stop signal is transferred to an over-taking car and move to the door of that over-taking car ready to step aboard when it stops and the door opens.

It is also an object of my invention to provide a system which the car attendant or dispatcher may easily set to operate either as a System wherein the nearest car at the time a call is registered will give a responsive signal and stop or a system in which the nearest approaching car in the desired direction will immediately give a responsive signal but the car which rst actually arrives will take over the responsive signal and make the stop.

In order to accomplish these and other objects I have provided an elevator system embodying a group of cars and a signal and control system therefor having the following characteristics and functions:

(Cl. IS7- 29) Each car in the group may be started by means of an up direction or a down direction switch in the car and may be stopped by stop push buttons in the car or by stop push buttons at the iloor landings. The stop push buttons at the floor landings are common to all the cars; that is there is one up direction push button at each floor, the operation of which will stop a car for the up direction and a down push button at each floor which will stop a car in the down direction.

Under one operation of my system, when a push button at a floor is pressed to register a stop call, the floor lantern at that oor for the nearest approaching car for a corresponding direction will light immediately regardless of how far the car is from that floor, to indicate to the passenger that his stop call has been registered and which car will answer it. The oor lantern will remain lighted until the car reaches that floor.

Under the other operation of my system, when a push button at a floor is pressed to register a stop call, the floor lantern at the floor for the nearest approaching car for the corresponding direction will light immediately regardless of how far the car is from that iloor, to indicate to the passenger that his call has been registered and which car will answer it, but if another car overtakes the first-mentioned car, the overtaking car will transfer the registered call to itself; that is, it will extinguish the floor lantern of the rstnamed car, then light its own floor lantern and proceed to stop at the floor in response to the registered call when it arrives at the floor.

Readily available switches are provided for conditioning the system for operation in either manner.

The above mentioned objects and other objects which will be made apparent throughout the further description of my invention may be attained by means of the system hereinafter described and illustrated in the accompanying drawings, in which:

Figure l is a diagrammatic 'representation of an elevator installation embodying my improved signal and control system;

Fig. 2 is an enlarged representation of the contact segments and cooperating Contact brushes on one of the floor selectors for one of the cars shown in Fig. l, with the car stopped at the rst floor.

Figs, 3, 4 and 5 collectively, constitute a diagrammatic representation, in what is known as the straight line style, of the signal and control system employed in operating the elevator cars shown in Fig. 1; and

Figs. 3A, 4A and 5A collectively, constitute an explanatory illustration of the relays embodied in. Figs. 3, 4 and 5.

The illustration of the relays in Figs. 3A, 'iA and 5A shows their coils and contact members disposed on horizontal lines corresponding to their positions in the straight line circuits of Figs. 3, 4 and 5, so that the reader may readily determine the identification of any relay, the number and kind of its contact members and the position of its coil and its contact members in the straight line circuits.

For convenience in reading the drawings, Fig. 4 should be placed under Fig. 3, Fig. 5 under Fig. 4, Fig. 3A beside Fig. 3; Fig. 4A beside Fig. 4 and under Fig. 3A; and Fig. 5A beside Fig. 5 and under Fig. 4A.

Referring more particularly to the drawings, I have illustrated an elevator system embodying two cars A and B for serving live floors or land ings. The cars are suitably suspended by cables II and I2 which pass over drums I3 and BI3, respectively.

Although I have shown only two cars and a signal and control system therefor, as applied to only five floors, it should be understood that the invention is equally applicable to any desired number of cars operating past any desired number of oors.

For convenience, the main relays included in the system are designated as follows:

C=Stop push buttons in car A. CC=Holding coils for car buttons. CK=Relay for cancelling iioor button calls by car A. CS=Relay responsive to car buttons for stopping car A.

D=Down direction switch for car A. DG=Down zone relays. Common to both cars. DH=Down false call preventing relays. Common to both cars. DR=Relays for registering stop calls on down floor buttons. Common to both cars. DRS-Coils for cancelling down stop calls on floor buttons. Common to both cars.

E=Inductor relay for decelerating car A. EG=Relay for inductor locking relay circuit. EM:Inductor restoring relay for car A.

F=Stop push buttons at iioors. Common to both cars. FS=Relay responsive to the iioor buttons for stopping car A.

Storing relays which operate in conjunction with the floor relays i or tran sierring and storing iloor stop calls until the calls are answered and for lighting the immediate signal lamps. Common to both cars.

lo'uozeim..

The relays for car B are given the same designation as those for car A with the letter B preiixed thereto. The letters U and D indicate up and down direction. The prefix numerals indicate the floors. The suix numerals indicate the contact members of the relays.

Referring to the control system for car A as shown in Figs. 3 and 4, the hoisting drum I3 is directly coupled to an armature I1 of a hoisting motor I8, the field winding I9 of which is connected, for constant voltage energization, to a source of supply designated as the supply conductors L+ and Le.

A variable voltage system of control may be provided for operating the hoisting motor I8 wherein the armature II is connected in a closed circuit with the armature 2| of a generator 22. The generator is provided with a separately excited eld winding 23 and a cumulative series iield Winding 24. A resistor 24R is connected in the circuit of the separately excited field winding 23 for controlling the speed of the generator. The armature 2l of the generator may be driven by a suitable driving motor 25 which may be connected to a suitable source of supply. as represented by the conductors and switch 26.

A brake 5 operated by a brake magnet 6 is provided for applying a braking eliect to the hoisting drum I3 when the car is brought to a stop, the brake magnet 6 being energized to release the brake 5 when the car is running and being deenergized to apply the brake 5 when the supply of power to the car is cut off.

The direction and speed of the hoisting motor I8 may be suitably controlled by controlling the direction and the value of the excitation current that is supplied to the separately excited eld winding 23 of the generator 22.

The direction of excitation current for the field winding 23 may be suitably controlled by means of an up direction switch U and a down direction switch D, while the value of the current supplied to the field winding may be controlled by means of a high speed relay V which controls the resistor 24R.

The operation of the up direction and the down direction switches U and D, as well as the high speed relay V, may be controlled by means of an up push button UP and a down push button DP that are mounted in the car in position' to be actuated by the car attendant.

Any suitable means may be employed for automatically stopping the car A level with the floors it serves. As an example of such means, I have illustrated an automatic inductor landing system similar to that disclosed in the patent or E. M, Bouton, No. 2,001,563, and assigned to the Westinghouse Electric & Manufacturing Company.

The inductor landing system for car A includes a decelerating inductor relay E and a stopping inductor relay S for causing the car to be automatically decelerated from its high speed and brought to a stop at an exact level with the oor. The decelerating inductor relay E is mounted on the car A in position to cooperate with an inductor plate UE for the up direction and an inductor plate DE for the down direction. The stopping inductor relay S is mounted on the car A in position to cooperate with an inductor plate US for the up direction and an inductor plate DS for the down direction. The inductor plates are constructed of magnetic material and are mounted in the hatchway in such position as to cooperate with and open the contact members of the inductor relays on the car when the relays are in an energized condition as the car approaches a stop at a landing.

For simplicity, only one set of inductor plates for one floor has been shown, but it will be understood that a set similar to that shown may be provided for each iioor served by the car intermediate the upper terminal landing and the lower terminal landing. If desired, a set of inductor plates corresponding to the inductor plates US and UE may be provided for the upper terminal floor and a set corresponding to inductor plates DE and DS may be provided for the lower terminal floor.

As shown, each inductor relai7 is provided with two sets of contact members. For an up stop, the contact members El of the relay E cooperate with the inductor plate UE in decelerating the car, and the contact members SI cooperate with the inductor plate US in stopping the car after it is decelerated. For the down direction, the contact members E2 of relay E cooperate with the inductor plate DE to decelerate the car A and the Contact members S2 cooperate with the inductor plate DS in stopping the car.

The contact members just described are so connected with the car control circuits that, when the inductor relays are energized to decelerate and stop the car at the floor represented by the inductor plates in the down direction, the contact members E2 pass the inductor plate DE and are thereby opened to decelerate the car, and as the contact members S2 come opposite the inductor plate DS they open to stop the car level with the floor. The contact members El of relay E and the contact members Si of the relay S are opened by the inductor plates UE and US respectively when the stop is to be made in the up direction.

When the inductor relays are energized to slow down the car to a stop, it is desired to maintain them in that condition until they are operated to bring the car to rest. A slow down holding relay EG is provided for this purpose.

When the inductor relays are energized for a stop, they remain energized until restored even though their Contact members are operated by passage near the inductor plates. Therefore, an inductor restoring relay EM is provided for deenergizing the inductor relays of car A after a stop has been made and also for interlocking them so that they can be energized only when the car is moving.

In the elevator systern illustrated in the drawings the energization of the inductor relays on car A for decelerating and stopping that car at a floor is effected either by a car button stopping relay CS or by a door bottom stopping relay FS. The energization of either of these relays will, as the car nears a floor at which a stop is to be made, energize the inductor relays on that car and thereby cause it to decelerate and stop at that door.

The car button stopping relay CS is controlled by push buttons in the car A; that is, the pressing of a car button by a car attendant will register a stop call, or in other words, initiate and maintain a circuit which will be completed as the car nears the licor corresponding to the button to thereby energize the stopping relay CS which will, in turn, energize the inductor relays to stop the car at that iloor. In this manner, the car may be stopped at a floor by pressing a push button in the car for that floor.

The push buttons mounted in the car A for operation by the car attendant when he desires register stop calls to stop the car at the floors where passengers desire to get oi, are designated as 2C, 3C and 4C for the second, third and fourth floors, respectively, no buttons being necessary for the lower terminal floor and the upper ter-A minal iloor because the car may be stopped by the usual well--known limit switches (not shown) as it approaches these terminals.

Associated with the respective car push buttons are car push-button holding or registering coils ZCC, 30C and ACC. These coils operate to hold the car push buttons in a depressed position after they are pressed by the car attendant in making stops from within the cars. The coils are deenergized when the car reaches the terminals to release the buttons for the next direction of operation.

The oor button stopping relay FS is controlled by push button switches at the iloor landings; that is, the pressing of a floor button will register, or in other words, initiate and maintain a circuit which will be completed as the car nears that iloor and thereby energize the stopping relay FS, which will, in turn, energize the inductor relays to stop the car at such floor. It should be noted here that while the car buttons are individual to each car, the floor buttons are common to both cars; that is, there is only one buttom for each direction at each floor regardless oi the number of cars and the waiting passenger needs to press only one button to stop a car for him in the direction in which he desires to go.

The push buttons disposed at the floor landings (see Fig. 5) are designated as follows: The up buttons are marked, IUF at the rst iloor, ZUE at the seond floor, BUF at the third floor and MJF at the fourth floor. The down floor buttons are marked EDF at the upper terminal, @DE at the fourth floor, SDF at the third floor and 2DF at the second floor. Inasmuch as the cars do not go below the first iioor, no down button is provided for the iirst iloor. Similarly, as no car goes above the fifth floor, no up button is provided for the fifth floor.

Associated with the iioor push buttons are stop call registering relays IUR, UR, SUR and iUR for the up direction and SDR, iDR, 3DR and 2DR for the down direction. These relays operate to maintain a floor button circuit in a partially completed condition after its button is pressed until the car answers the registered call by stopping at the floor.

A cancellation coil is also mounted upon the body of each of the registering relays for the purpose of deenergizing that relay when the call is answered, the coils being designated as IURS, 2URS, SURS, llURS for the up direction and BDRS, llDRS, 3DES and ZDRS for the down din rection.

In order that a waiting passenger at a floor landing may be immediately informed or signalled upon pressing a floor push button, that his stop call has been registered and also' which car approaching in the direction he desires to gotvill stop for him at his landing, I have provided a plurality of signal or indicating devices, preferably electric lamps, which are mounted outside of the elevator shafts at the floor landings and are usually known as floor lanterns.

Each of the top and bottom floors is provided with a single signal device or floor lantern for each car; but each oi the intermediate floors is provided with a pair oi lanterns for each car, one lantern to indicate that the corresponding car is approaching for the down direction and will make a down stop at the iioor, and the other lantern for indicating that the car is approaching for an up direction and will make an up stop. This responsive signal is given immediately upon the pressing of the door button even though the car may be many floors away and even though it may not have yet rounded the terminal between it and the registered call.

The floor lanterns for car A (see Fig. 3) are designated as IUL, ZUL, 3UL and 4UL for the up direction at the first, second, third and fourth oors, and SDL, 4DL, 3DL and 2DL for the fifth, fourth, third and second floors in the down direction.

The floor lanterns for car B (see Fig. 5) are given the same designations with the letter B preiixed thereto.

In order to provide for the immediate illumination of the floor lanterns in response to the registration of a call so that the passenger may step to the door indicated and be ready to board the car when it arrives, I have provided a plurality of zoning relays (see Fig. 4) designated as IUG, ZUG, 3UG and 4UG for the up direction, and SDG, 4DG, 3DG and 2DG for the down direction.

These zone relays are common to both cars and divide the complete round trip shaft travel of all cars into as many signal zones as there are cars operated. They assign one zone to each car. The zone that is assigned to any one car is the zone in advance of that cars motion up to the next car in front of it. The zone for each car is elastic and keeps moving along with the car, its length being determined by the position of the car itself, and by the position of the next car ahead.

A plurality of storing relays for each car are provided for operation in conjunction with the floor relays and the zoning system for storing the registered stop calls in connection with the nearest carin the desired direction until the calls are answered and for lighting the immediate signal lanterns. The storing relays for car A for the down direction are designated as J, K, L and M and those for the up direction as N, O, P and Q. The storing relays for car B are given the same letters with the letter B preiixed thereto.

A cancellation relay CK is provided for operating in conjunction with relay EM in cancelling the stop calls registered on the oor buttons.

In order that certain circuits may be conditioned for operation in the up direction when car A is moving upwardly and other circuits be conditioned for operation only when car A is moving downwardly, I have provided an up direction preference relay W, a down direction preference relay X, an auxiliary up direction preference relay Y and an auxiliary down direction preference relay Z for car A.

A plurality of preventing relays are provided for preventing a registered call from affecting more than one car at one time. The preventing relays (see Fig. 4) are common to both cars and are designated as IUH, ZUH, 3UH and 4UH for the up direction and SDH, 4DH, 3DH and ZDH for the down direction.

At various times in the operation of the elevator system a car may be so loaded that the operator may desire to run past the outside stop calls for various floors. To permit this operation, a by-pass or transfer push button 45 (see Fig. 1) is mounted in car A and a similar by-pass or transfer button 46 is mounted in car B. As long as the car attendant presses the by-pass button in his car that car will not answer or stop at any iioor button call or light its iioor lantern. As soon as the button is released the car will again respond to outside calls, light its door lanterns, etc.

A by-pass or transfer relay PS is provided i'or energization by the pressing of by-pass button 45 in car A to so modify the control circuits as to eiect the various functions described in the bypass operation of Vcar A. Similarly a by-pass relay BPS is provided for energize-tion by the pressing of the by-pass button 46 in car B.

The present system is so constructed that it is possible to operate by two methods of control.

In order that the system may be operated in either manner, I have provided a system selecting relay T for car A and a similar relay BT lor car B. The relays T and BT are controlled by push button switches 41 and B41, which may be located at any place where they may be easily operated by the dispatcher.

If desired the conductors to the switches 41 and B41 may be so connected as indicated by the arrows 1B and 1I that one switch will control both relay T and BT.

In the one method of operation, when the switches 41 and B41 are opened to deenergize the system relays T and BT, the system will so operate that the nearest car in the desired direction will, when a call is registered, immediately give a responsive signal and appropriate the call to itself and stop in answer to the call. In other words, the first car to get the call will make the stop regardless of which car arrives rst.

In the other method of operation when the switches 41 and B41 are closed to energize the system relays T and BT, the system will so operate that, although the nearest approaching carin the desired direction to a registered floor stop call will immediately give an answering signal by lighting its floor lantern, if another car overtakes that car, the overtaking car will take over the registered signal, light its own floor lantern and stop itself at the oor in response to the stop call. In other words, the first car to arrive will answer the call regardless of which car first picked up the call.

In order that the various circuits for the push buttons, iioor lanterns, relays, etc., may be connected in accordance with the position of the cars with respect to the floors past which they operate, the car A is provided with a floor selector r SE and the car B with a floor selector BSE, The iioor selectors may be of any suitable type such as are usually employed in elevator systems and may be located at any suitable point such, for example, as in the penthouse or in the elevator shafts.

The floor selector SE for car A, is provided with a set of up contact segments and a set of down contact segments as shown in Fig. 2 which are arranged according to the floors and are disposed to be engaged by cooper-ating brushes 30 to 43 inclusive, mounted upon and insulated from a movable arm SM.

The movable arm SM is operated in accordance with the movements of the car A by means of a screw shaft 44 that may be driven by some part of the operating mechanism of that car. The frictional engagement between the arm SM and its operating screw shaft 44 will cause the arm to bear upon the up contact segments when the car is traveling upwardly and upon the down contact segments when the car is traveling downwardly, it being understood that the arm will tilt from one position to the other when the direction of operation of the car is reversed.

For a more complete detailed description oi the type of oor selector employed, reference may be had to the Smalley and Reiners patent 634,220 of October 3, 1899.

The group of up contact segments designated as a under the brush 30 completes the circuits for cancelling the up floor button calls.

The group of up Contact segments designated as b` under the up brush 3| are energized when stop calls are registered on the floor buttons for the purpose of energizing the floor button stopping relay to stop the car on its up trip when it approaches a floor at which an up stop is to be made.

The group of up contact segments designated as c under the up brush 32 are energized by the pressing of the car buttons so that the approach of the car to a floor for which a car button has been pressed will cause the energization of the car button stopping relay and thereby effect the stopping of the car at that floor.

A group of up contact segments designated as d under the up brushes 33 and 34 may be called the nearest car segments as they connect the circuits for energizing the storing relay for the car nearest to a registered floor call. The storing relays in turn, light the floor lantern of the nearest car to give an immediate responsive signal for that car and also energize the contact segments b under brush 3| to effect the stopping of that car when it arrives at the floor.

The up brush 33 is an advance brush and the up brush 34 a standing brush in order that the storing relays may be kept energized not only while the car picks up the call but also while the car comes into and stands at a oor.

The up Contact segments designated as c under the up brushes 35 and 3B serve to connect the circuits for controlling the zone relays while the car is traveling upwardly. The up brush 35 is an advance brush and the brush 36 is a st-anding brush to correctly position the zone circuits while the car is running and also while it is standing at a iloor.

The contact segments on the down side of the floor selector are engaged by the down brushes 31 to 43 when the car is descending and correspond to the Contact segments just described for the up direction, those marked j being the floor button cancelling segments; g the down floor button stopping segments; h the down car button stopping segments; i the nearest down car selecting and lantern lighting segments, and y' the down zoning segments.

The floor selector BSE is similar to the one described for car A.

Inasmuch as the control system for car B is similar to that just described for car A, a detailed description of the control system for car B will not be given.

The invention may be understood best by an assumed oper-ation of the system illustrated in the drawings.

Assumed operation of the system with the relays T and BT deenergz'ced It will be assumed that car A is standing at the third floor with its door open; that car B is standing at the 2nd iioor; and that the system selecting switches 41 and B41 are open, to deenergize the system selecting relays T and BT, whereby the nearest car for a stop call will appropriate the call to itself and stop in answer thereto.

`The switch 26, Fig. 3, and the switch B26,

Fig. 5, are closed to start the motor-generator sets of cars A and B. The switch 21 (Fig. 3) is closed to prepare the control systems of both cars for operation. Inasmuch as the control systems for both cars are the same, only that for car A will be described at present.

The closing of the switch 21 energizes the sup"- ply conductors L+ and L thereby energizing the iield winding I9 of the hoisting motor I8 of ear A to prepare it for operation. The closing of the switch 21 also energizes the down direction preference relay X for car A which opens its contact members X2 to lock out the up direction preference relay W.

It may be noted that, when the car is first thrown into service, the direction preference relays for either direction may become energized but that as soon as the up direction or the down direction switch is operated, the correct direction preference relay for that direction will also be energized by reason of the opening of the contact members D1 or Ul in the circuits of the direction preference relays.

The circuit of the energized direction relay X extends from the supply conductor L-ithrough the coil of relay X, contact members U1 and W2 to the supply conductor L The energization of the down direction relay X closes its contact member X4, thereby completing a circuit from the supply conductor L-lto the supply conductor L for energizing the car button holding coils 4CC, 3CC and 2CC, so that if one of the car buttons is pressed by the car attendant, it will be held in its pressed condition until the car reaches the lower terminal, whereupon the buttons will be released when the holding coils CC are deenergized by the deenergization of the down direction preference relay X.

rlhe energization of the direction relay X closes its contact members X3, thereby energizing the auxiliary down direction preference relay Z for car A by way of a circuit extending from the supply conductor L+ through the coil of relay Z and the Contact members X3 and PSI to supply conductor L The energization of the auxiliary down direction preference relay Z closes its contact members Z3 (Fig. 4) thereby energizing the down zone relay 3DG at the third floor by a circuit extending from supply conductor L|4 through the coil of relay 3DG, the floor selector contact segment 3j, the selector brush 43, and the Contact members V8 and Z3 to the supply conductor L 4.

The energization of the down zone relay 3DG opens its contact members 3DGI in a normally closed zone circuit 49 for car A.

In considering the zone relay 3DG, it should be noted that the zone ring circuit 49 of car A (Fig. 3) is divided into a plurality of sections by the zone relay contact members 3DGI, etc. The car B is provided with a similar zone ring circuit B49 (Fig. 5) which is divided into a plurality of sections by contact members 3DG2, etc. The zone relays are controlled by the positions of the cars through the engagement of brushes on the contact segments of the floor selectors, as represented in the right-hand portion of Fig. 4. Thus, when a car is at a iioor, the zone relay G for that oor is energized by that car causing its own brush to engage its own zone contact segment for that floor.

The zone relays are common to both cars, and each relay is provided with two pairs of contact members, one pair being in the ring circuit for car A, and the other pair being in the ring circuit for car B; thus when any zone relay is enorgized it opens one pair of contact members in its Zone circuit.

Inasmuch as the zone relays are common to both cars and are controlled by the positions of the cars, they operate to divide the ring circuits into zones, one zone for each car. The zone for any car, as previously described, extends from that car up to the next car ahead.

For instance, with car B standing at the sec# ond floor on an up trip, as shown, its brush B43 is on the contact segment B2i; thereby energizing the relay ZDG to open its contact members 2DG| in the ring circuit 49 of car A and its contact members ZDG2 in the ring circuit B49 of car B. With car A at the third floor and with the zone relay 3DG energized as described to open its contact members 3DG! in ring circuit 49 and its contact members 3DG2 in the ring circuit B49, the ring circuits are divided into zones for each car. The zone for car A now defined by the ring circuit 49 extends downwardly from the third floor to the lower terminal and up to car B at the second floor; while the zone for car B now defined by the ring circuit B49 extends from car B at the second floor up to the upper terminal and down to car A at the third floor.

By means of the zone system, if a floor push button is operated in the zone for car A, only car A will be affected thereby, and if a floor push button is operated in the zone for car B, only car B will be affected thereby. It is also to be noted that the zones are elastic; that is, they travel in front of the car and keep moving with the car.

It may also be noted here that the high-speed relay for each car controls the advance and the standing zone brushes for that car. For instance, the high-speed relay V of car A closes its contact members V8 leading to brush 43 when that car is standing at a floor on a down trip, but opens its contact members V8 and closes its contact members V9 leading to brush 42 when the car starts to move. The advance position and standing position are provided because a car just moving past a floor should not include that floor in its zone, but a car standing at a floor should include that floor in its zone.

It will now be assumed that a waiting passenger at the second floor, desirous of making a "down trip, presses the down button ZDF at the second oor. The operation of this push button will cause the nearest approaching car in the desired direction (now car A) to give an immediate reply signal indicating the door at which it will stop and will also cause the car to stop when it arrives at that oor on its down trip.

By the term nearest approaching car, I mean that car whose position, direction of operation and distance from said oor will permit the carstopping system (inductor relays, etc.) to stop it at that floor when it arrives thereat. In other words, it means the car which is still capable of being stopped at the floor at which the stop call is registered at the time the call is registered.

'Ihe pressing of the button ZDF closes the circuit for energizing the call-registering relay 2DR by a. circuit extending from supply conductor L+3 through the contact members of button ZDF, the coil 2DR and conductors 51 and 58 to the supply conductor L-3 (Fig. 4).

The energization of the registering relay 2DR, closes its Contact members ZDRZ to provide a self-holding circuit for itself whereby the call may be said to be registered; that is, a single pressing of the button 2DR is sufficient to energize the registering coil 2DR and cause it to remain energized until the stop call is answered by the stopping of the car.

The closing of the contact members ZDR3 of the relay 2DR closes a gap in the circuit of the storing relay BM for car B but that relay fails to become energized because car B with which it is associated is standing at the second floor on an up trip with its brush B36 disposed on the Contact segment B2e whereby the zone relay ZUG is energized to open its contact members ZUGZ in the zone ring circuit B49, and with car A standing at the third floor on its down trip, the zone relay 3DG is energized to open its contact members 3DG2 in the zone circuit B49, thus preventing any current flowing through the coil of storing relay BM and the live brush B34 of car B. Therefore it is seen that the zoning system prevents the car farthest away in point of travel from the registered call at the second oor, from receiving that registered call.

The energization of the registering relay 2DR closes its Contact members ZDRI, thereby energizing the storing relay M for car A by a circuit extending from the supply conductor L+ through the contact members ZDRI, the coil M, the contact members ZDHI, part of ring circuit 49, contact members ZDGI, contact segment 3i, brush 4I, and the contact members V3 and Z2 to the supply conductor L+.

The energizing of the storing relay M closes its contact members M2 to provide a self-holding circuit which extends from the coil M through the Contact members` M2 and Tl I, the conductor E0 and the Contact members PS2 to the supply conductor L The energization of the storing relay M also closes its contact members MI for immediately lighting the down floor signal lantern ZDL at the second :door to indicate to the intending pas senger that his stop call has been registered and that car A will stop at the second floor on its down trip, so that he may at once walk to the door for that car and be ready to board it when it stops and the door opens. The circuit for this signal extends from the supply conductor L+2 through the contact members MI and the down iloor lantern ZDL to the supply conductor L-Z. Inasmuch as the down signal lantern ZDL is lighted in immediate response to the operation of the oor button ZDF, the waiting passenger may at Y once walk to the door for car A and be ready to board that car when it stops at the second floor and opens its door.

The energization of the relay M also closes its Contact members M3, thereby completing a circuit for energizing the preventing relay ZDH by way of a circuit extending from the supply conductor L-l-4 through the contact members M3 and the coil ZDH to the supply conductor L-4. The energization of the relay ZDH opens its contact members ZDHI in the signal circuit for car A and its contact members ZDHZ in the signal circuit for car B. The opening of the contact members ZDHI does not affect the signal circuit for car A because relay has closed its self-holding circuit. The opening of ZDHZ prevents car B from picking up the call even if it should pass car A and arrive at the second iloor ahead of car A.

The energization of the storing relay M in clos- 75 ing its contact members MI also energized or rendered alive the down contact segment 2g.

Inasmuch as car A is now standing at the third floor which is only one floor away from the door at which the next stop is to be made, its down brush 38 is disposed on the live segment 2g' and the car button stopping relay FS is thereby energized to effect the stopping of the car at the second floor after it leaves the third oor on resuming its down trip. The circuit for the relay FS extends from the supply conductor L|2 through contact members MI, contact segment 2g, brush 38, the contact members ZI of the auxiliary direction relay Z and the coil FS to the supply conductor L-2.

It will be assumed that the car attendant closes the elevator door thereby closing the door and gate contact members 6I and starts the car downwardly by pressing the down push button DP. The pressing of the button DP completes a circuit for energizing the inductor storing relay CK and the down direction switch D, which circuit extends from the supply conductor L| through the .contact members of push button DP, the Contact members S2 of the stopping inductor relay S, the contact members U5, the coil of down direction switch D, the coil of inductor restoring relay CK and the door and gate contact members 6I to the supply conductor L-.

The energization of the relay CK closes its contact members CKI to prepare for cancelling the stop call at the second floor.

The energization of the down direction switch D closes its contact members D5, thereby completing a self-holding circuit for itself and the relay CK, extending from the supply conductor L+ through conductor 62, the contact members D5, S2, and U5 to the coil D.

The energization of down direction relay D also closes its contact members DI and D2 to energize the separately excited field winding 23 of the generator 22, by a circuit extending from the supply conductor L+ through the contact members D2, the separately excited eld winding 23, the contact members DI and resistor 24R to the supply conductor L The energization of the down direction switch D also closes its contact members D3, thereby energizing the brake magnet E and the inductor restoring relay EM for operating in conjunction with the sequence relay CK for cancelling calls.

Inasmuch as the eld winding 23 is energized Iand the brake 5 is released by the energization of the brake magnet 6, the generator 22 supplies current to the hoisting motor I8 which, in turn, operates the hoisting drum I3 to lower the car in the hatchway (not shown) The energization of the down direction switch D also closes its contact members DE, thereby energizing the high speed relay V by a circuit extending from the supply conductor L+ through contact members DE and E2 and a coil V to the supply conductor L The energization of the high speed relay V closes its contact members VI to eliminate the resistor 24R from the circuit of the eld winding 23 of the generator 22, thereby causing the variable voltage system to operate the car at high speed.

The energization of the relay EM closes its contact members EMI, thereby preparing the circuits of the decelerating and stopping inductor relays for energization.

The energization of the car button stopping relay FS heretofore referred to in stopping the car closes its contact members FSI, thereby energizing the decelerating inductor relay E by a circuit extending from supply conductor L-lthrough contact members FSL the coil E and contact members EMl to the supply conductor L-. The in-ductor relay is now ready to cause the deceleration of the car when it passes the high speed inductor plate as the car approaches the second floor.

The closing of the contact members FSI also energizes the inductor holding or locking relay EG which closes its contact members EGI to constitute a holding circuit for the decelerating inductor relay E.

The car now moves downwardly and in so doing causes the down brush 38 to leave the contact segment correspon-ding to the second floor, thereby deenergizing the car button stopping relay FS, however, the decelerating inductor relay is now energized and will function at the proper time to decelerate the car for this second floor stop.

As the car A continues toward the second floor, its decelerating inductor relay E passes the down high speed plate DE for the second floor and is thereby operated to open its contact members E2, thereby deenergizing the high speed relay V which opens its contact members Vi and thereby reinserts the resistor 24R in the circuit of the generator eld winding 23 for decelerating the car from high speed to its stopping speed.

The deenergization of the high speed relay V also closes its contact members V2 thereby energizing the stoping inductor relay S. The stopping inductor relay S is now energized and will be operated te bring the car to a stop at the second floor as soon as it comes opposite the inductor plate DS.

As car A approaches closely to the second floor at its stopping speed, the inductor relay S cornes opposite the inductor plate DS and is thereby operated to open its contact members S2, thus deenergiaing the `inductor restoring relay CK and the down direction switch D.

The deenergization of the down direction switch D opens its contact members DI and D2 to deenergize the generator field 23; opens its contact members D3 to deenergize the brake magnet 6 and apply the brake 5 and to deenergize the inductor restoring relay EM. The deenergization of the field winding 23 and the application of the brake t causes the car to stop level with the second rloor; and the deenergization of the relay EM opens its contact members EMI to deenergize and restore the inductor locking relay EG, the decelerating inductor relay E and the stopping inductor relay S, so that they will not be l effective to stop the car in its future operation until the car button stopping relay CS or the floor button stopping relay FS is again ener gized to effect the stopping of the car.

The elevatori door and gate may now be opened thereby opening the door and gate contact members 6I to prevent operation of the car while it is taking on or discharging passengers.

Assume now that the car attendant desires to move the car down to the first floor and therefore closes the door and gate and presses the down push button DP in the car. The pressing of the down button DP energizes the down direction switch D and the cancellation relay CK. The energization of the down direction switch D causes the car to start downward as previously described.

The energization of the cancellation relay CK closes its contact members CKI, thereby completing a circuit for energizing the call restoring coil 2DRS for the second floor by a circuit extending from the supply conductor L-l-3 through the contact members 2DR2, the relay 2DRS, contact segment 2f, brush 3T, and thence through the contact members X5, V1, EM2 and CKI to the supply conductor L-3.

It will be noted here that the lower end of the stem of inductor restoring relay EM (see Fig. 4A) bearing the Contact members EM2 is provided with a dashpot 63 and is connected by a spring G4 to the main stem so that the contact members EM2 will not close for a predetermined period of time after the relay EM is energized. This delay in the closing of the contact members EM2 permits those contact members to cooperate With the contact members CKI of the cancellation relay CK in energizing the restoring relay 2DRS when the car is ready to leave the second floor.

The energization of the restoring relay 2DRS deenergizes the call registering relay 2DR thereby cancelling the call at the sescond floor and causing the relay to open its self-holding contact members 2DR2 and also to open its contact members 2DRI for deenergizing the storing relay M, which, in turn, opens its contact members MI thereby extinguishing the down oor lantern 2DL for car A at the second floor and also opens its contact members M3 to deenergize and restore the preventing relay 2DH.

It will be assumed that car A has now run into and is stopped at the lower terminal by the usual and well known limit switches (not shown).

Referring now to car B which is shown in the drawings as standing at the second floor on an up trip, under these conditions, its up direction preference relay BW is energized by a circuit extending from the supply conductor L+5 (Fig. 5) through the coil BW and the contact members BDI and BXZ to the supply conductor L-5. The closing of the contact members BWI of relay BW I Fig. 4) prepares a circuit leading through the up brush B30 for energizing the floor call restoring relays. The opening of the contact members BWZ of relay BW (Fig. 5) interlocks the down direction relay BX to prevent its energization. The closing of the contact members BW3 closes the circuit leading to brush B32 so that the car button stopping relay BCS may be energized by the operation of a car button.

By closing of the contact members BW5 of relay BW completes a circuit for energizing the holding coils 2BCC, 3BCC and 4BCC in car B, for holding the car push buttons 2BC, 3BG and 4BC in a closed position after they are operated for the purpose of registering a stop call at a floor from within the car B.

The closing of the contact members BW4 completes a circuit for energizing the auxiliary up direction preference relay BY, which circuit extends from the supply conductor L+5 through the coil BY, the contact members BW4 and BPS4 to the supply conductor L5.

Assuming now that the attendant in car B closes its door and gate, thereby closing the door and gate contact members BBI and also presses the up button BUP to move the car upwardly.

'I'he pressing of the button BUP completes a circuit for energizing the floor button cancellation relay BCK and the up direction switch BU. The energization of the relay BCK prepares it for cancelling any floor button calls that may be answered by car B on its up trip.

The energization of the up direction switch BU closes its contact members BUI and BU3, thereby energizing the auxiliary iield winding B23 of the generator B22 by a circuit extending from the supply conductor L+5 through the contact members BUI,` the eld winding B23, the contact members BU3 and resistor B24R to the supply conductor L-5. The closing of the contact members BU2 energizes the brake magnet BS to release the brake B5 by a circuit extending from the supply conductor L|5 through the contact members BU2, the coil B6 to the supply conductor L-5. The closing of the contact members BU2 also energizes the inductor restoring relay BEM, the coil of which is in parallel with the brake magnet coil B6. The energization of the genera tor and the release of the brake causes the car to start upwardly.

The closing of the contact members BUG of up direction switch BU energizes the high speed relay BV by a circuit extending from the supply conductor L+5 through the contact members BUB and BEI and the coil BV to the supply conductor L-5. The closing of the contact members BVI 0 of the relay BV eliminates the resistor B24R from the circuit of the generator field B23 and thereby causes the car to operate at full speed.

It will now be assumed that the attendant presses the push button 3BG in car B to cause the car to stop at the third iioor. The pressing of the button and the energized condition of the holding coil 3BCC causes the contact members of the button to remain closed, thereby completing a circuit for energizing the car button stopping segment B3c. As the car moves up to the third floor, brush B32 engages the energized contact segment B3c (Fig. 5), thereby energizing the car button relay BCS by a circuit extending from the supply conductor L+6 through button 3BG, the contact segment B3c, brush B32, the contact members BW3 and the coil BCS to the supply conductor L-B.

The energization of the stopping relay BCS closes its contact members BCSI, thereby energizing the inductor locking relay BEG and the decelerating inductor relay BE to decelerate the car, by a circuit extending from the supply conductor L+5 through the contact member BCSI thence in parallel through the coils BEG and BE and thence through the contact members BEM2 to the supply conductor L-5. The energization of the relay BEG closes its contact members BEGI, thereby providing a holding circuit for that relay and for the decelerating inductor relay BE.

As car B continues its movement up to the third oor, the inductor relay BE passes the decelerating inductor plate BUE and is thereby operated to open its contact members BEI, thus deenergizing the high speed relay BV, which in turn, opens its Contact members BVIO to restore the resistor B24R to the circuit of the generator field winding B23, thus decelerating the car to its normal stopping speed.

The closing of the contact members BVII of the deenergized relay BV energizes the stopping relay BS and as the car continues its approach up to the third floor, the relay BS passes the inductor plate BUS and is thereby operated to open its contact members BSI, thus deenergizing the up direction switch BU which, in turn, opens its contact members to deenergize the auxiliary field Winding B23 and the brake magnet B6, thereby stopping the car and applying the brake B5.

The deenergization of. the up direction switch BU also deenergizes the inductor restoring relay BEM which opens its contact members BEM2 to deenergize the inductor holding relay BEG, the decelerating inductor relay BE and the stopping inductor relay BS.

The car B is now stopped at the third iloor and the attendant .opens the door and gate to permit passengers to leave the car.

It will be assumed now that a waiting passenger at the fourth iioor, desirous of going to a lower loor, presses the down push button 4DF at the fourth floor landing.

The operation vot this button will register a down stop call at the fourth oor, it will cause the lighting of the floor lantern at the fourth floor for the nearest car, and it will stop that car when it arrives on a down trip at the fourth floor, through the operation of relays as follows:

The pressing of the button ADF energizes the stop call registering relay 4DR by a circuit extending from the supply conductor L-l-B (Fig. 4) through the contact members of button 4DF, the co-il 4DR, and conductors 5'l and 5B to the supply conductor L-3. The closing of the contact members 4DR2 of the relay 4DR completes a self-holding circuit for that relay, thereby registering the call.

The closing of the contact members 4DR! closes a gap in the circuit of the storing relay K for car A but that relay fails to become energized because car A is standing at the lower terminal with its zone brush 43 on the zone contact segment lj whereby the zone relay IUG is energized to open its contact members IUGI in the zone circuit 4Q of car A, and with car B standing at the third floor on its up trip, its Zone brush B35 is on the zone contact segment B3e thereby energizing zone relay SUG to open its contact members 3UGI in the zone circuit 40 of car A. Inasmuch as the contact members BUG! and IUGI in circuit 49 are open, no current can flow from the zone brush 4| of car A (now on segment li) to the storing relay K of car A. Thus, it is seen that the zoning system prevents the car furthest away from the registered call from receiving that registered call.

The closing of the contact members 4DR3 of the energized relay l"DR completes a circuit for energizing the storing relay BK for lighting the floor lantern of car B at the fourth floor and causing car B to stop thereat when it arrives. The circuit for relay BK extends from the supply conductor L-1-5 (Fig. 5) through the contact members 4DR3, the coil of relay BK, contact' members flDHZ to the zone circuit B49 and thence along the zone circuit through the contact members 4DG2, 5DG2 and 4UG2 to the contact segment B3d, the brush B34 andthe contact members BVS and BY2 to the supply conductor L-G.

The closing of the contact members BKZ of the energized relay BK completes a self-holding circuit for that relay.

The closing of the Contact members BK3 of relay BK completes a circuit for lighting the down cor lantern BADL at the fourth oor for car B and also energizes the floor selector contact segment Bag so that it will be engaged by a down brush B38 of car B and stop car B when that car arrives at the fourth rloor on its down trip.

The closing of the contact members BK! of relay BK energizes the preventing relay ADH by circuit extending from the supply conductor L+4 (Fig. 4,) through' the contact members BKI and the coil of relay 4DH to the supply conductor L-4.

The energization of the relay 4DI-I opens its contact members 4DI-II in the circuit of storing relay K (Fig. 3) to prevent that relay being energized to stop car A if car A should pass the car B before the down call at the fourth floor is answered. The energization of the contact members 4DH2 of relay 4DH opens the original circuit to relay BK, but inasmuch as that relay has closed its self-holding contact members BKZ, the opening of the contact members 4DH2 has no effect thereon but serves to preventk any sneak current therethrough.

It will now be assumed that the attendant on car A runs that car past car B to the upper terminal and then down past the registered down call at the fourth floor, and with that purpose in view presses the up button UP in car A. The operation of the up button UP energizes the floor call cancellation relay CK and the up direction switch U by a circuit extending from the supply conductor L+ through the contact members of up button UP, the contact members Si and D4, the coil of up direction switch U, the coil ci relay CK and the door and gate contact members 6I to the supply conductors L-.

The energization of up direction switch U opens its contact members U1 thereby deenergizing the down direction relay X which closes its contact members X2 to energize the up direction relay W, which, in turn, closes its contact members W3 to energize the auxiliary up direction relay Y and its contact members W4 to energize the holding coils 20C, 3CC and 4CC in car A for holding the car push buttons in a depressed position after they are operated to stop the car at the different floors.

The energization of up direction switch U also closes its contact members UI and U3 thereby energizing the auxiliary field winding 23 of the generator 22 by a circuit extending from the supply conductor L+ through the contact members UI, eld winding 23, the contact members U3 and the resistor 24R to the supply conductor L-. The closing of the contact members U2 energizes the brake magnet 6 and the inductor restoring relay EM by a circuit eX tending from the supply conductor L- through the contact members U2 and thence in parallel through the brake magnet 6 and the coil EM to the supply conductor L Inasmuch as the field winding 23 is now energized and the brake 5 is released by the energization of the brake magnet car A starts on its up trip. Inasmuch as no stop call is entered for car A, it will run to the top floor where it will be stopped by the usual limit switches (not shown).

It will be assumed now that car A runs down to the lower terminal. The oar may be started in a down direction by the operation of the push button DP for energizing the down direction switch D as previously described in moving car A from the third floor to the second floor. Car A will run down to the lower terminal and will be stopped at that terminal in the usual manner by the limit switches (not shown).

It will be observed that car A passed car B and also passed the registered down call at the fourth floor without being affected thereby in any manner. The fact that the registered down call at the fourth floor failed to affect car A is due to the open contact members 4DH| in the circuit of the storing relay K for the fourth Afloor for car A, it being obvious that although the contact members ADRI in the circuit relay K were closed, the remainder of the circuit could not be completed even though the live brush of car A engaged the contact segment 4i leading to the storing relay K for the fourth door.

It will now be assumed that car B is run to the top floor and then down to answer the registered down call at the fourth floor. The attendant in car B now presses the up button BUP to cause the car to move upwardly as previously described. When the car reaches the upper terminal, it is stopped by the usual limit switches (not shown) and it is started on its down trip by the attendant operating the down push button BDP which closes its contact members to energize the floor button cancelling relay CK and the down direction switch BD by a circuit extending from the supply conductor L+5 (Fig. 5) through the contact members of button BDP, the contact members BS2 and BUS, the coil o down direction switch BD, the coil of relay BCK and the door and gate contact members BBI to the supply conductor L-5.

The opening of the contact members BDT of the down direction switch BD deenergizes the up direction preference relay which thereupon closes its contact members BW2, thus energizing `thedown direction preference relay BX by a circuit extending from supply conductor L-5 through the coil BX` and the contact members BU'I and BW2 tothe supply conductor L-5. The opening of the contact members BX2 of relay BX locks out the up direction preference relay BW.` The closing of the contact members BX3 completes a circuit for energizing an auxiliary down direction preference relay BZ. The opening of the contact members BWI deenergizes the auxiliary up direction preference relay BY.

The closing of the contact members BX5 and the opening of contact members BW5 causes the car button holdinglcoils 2BCC, 3BCC and BBCC to be deenergized at the limit of the up trip and to be immediately energized again for the down trip.

Returning now to the energization of the down direction switch BD,the closing of its contact members BDI and BDZ energizes the eld winding B23 by a circuit extending from the supply conductor L+5 through the contact members BD2, the field Winding B23, the contact members BDI and the `resistor B24R to the supply conductor L-5 for starting car B in the down direction.

The energization of the down relay BD also closes its contact members BD6 thereby energizing the high speed relay BV through a circuit extending from the supply conductor L+5 through the contact members BD6 and BE2 and the coil of relay BV to the supply conductor L-B.

The energization of the relay BV closes its contact members BVIII thereby eliminating the resistor BUR from the circuit of the auxiliary field winding B23 thus causing car B to accelerate to full speed.

As car B continues downwardly, its brush B3B engages the live contact segment B49 thereby energizing the oor button stopping relay BFS by a circuit extending from the supply conductor L|6 through the contact members BK3, contact segment B49", brush B38, contact members B23, and the coil of relay BFS to the supply conductor L-Ii.

locking relay BEG and the inductor decelerating relay BE to decelerate the car by a circuit extending from the supply conductor L+5 through the contact members BFSI, thence in parallel through the coils of relays BEG and BE and thence through the contact members BEM2 to the supply conductor L-5.

As the car passes the down inductor plate BDE in approaching the fourth floor, the energized decelerating inductor relay BE is operated to open its contact members BE2 thereby deenergizing the high speed relay BV which, in turn, opens its contact members BVIS thereby restoring the resistor BZIIR to the circuit of the field winding B23 thus decelerating the car to its normal stopping speed.

The deenergization of the relay BV closes its Contact members BVII thereby energizing the stopping inductor relay BS to stop the car,

As the car approaches closely to the fourth oor landing, the stopping inductor relay BS comes adjacent to the inductor plate BDS and is thereby operated to open its contact members BS2 thereby deenergizing the down direction switch BD which opens its contact members* BDI, BD2 and BD3 to decnergize the field winding B23 and the brake magnet B6, thus stopping the car B at the fourth floor in answer to the down stop call registered on the push button 4DF at the fourth floor.

Hence it is seen that the registration of a down stop call at the fourth floor while car B was on an up trip at the third iioor immediately caused the lighting of the down signal lantern at the fourth floor for car B and stopped car B when it arrived at the fourth oor. In other words, the registered call caused the next car for down service at the fourth iloor to immediately light its signal and stop when it arrived.

An assumed operation of the bypassing or transfer means whereby a car attendant may cause his car to bypass a stop call registered on a oor push button, without answering the call and at the same time cause the registered call to be transferred to the next nearest approaching car for the corresponding direction, is as follows:

It will be assumed that the cars have been moved so that car A is now at the third floor on a down trip and car B is at the second floor on an up trip, in the same position and operating in the same direction as they were in iirst starting the operation of the cars. It will also be assumed that a waiting down passenger at the second iloor has operated the down button 2DF at that iloor to cause a car to stop for him. As previously described the operation of the down button 2DF causes the nearest approaching car in the desired direction (now car A) to give an immediate signal indicating the door at which it will stop and will also cause the car to stop when it arrives at that iloor on its down trip unless the bypass transfer button in that car is operated.

The pressing of the button ZDF operates the registering relay 2DR which in turn energizes` the storing relay M for car A. The operation of relay M energizes the preventing relay 2DH which opens its contact members` 2DH2 to prevent energization of the storing relay BM of car B, lights the down floor lantern 2DL at the second floor for car A and energizes the contact segment 2g to stop car A when it arrives at the second floor. The circuits and the opening and closing of the various contact members which follow the operation of the down button ZDF are the same as in the iirst operation described for the cars in connection with the button 2DF and therefore Will not be now repeated.

Although the operation of the push button ZDF has registered the `passengers stop call for car A, it will be assumed that the attendant on car A desires to run his car as an express from the third floor down to the lower terminal and thereby avoid answering the registered call for the intervening floor. In order to accomplish this result, the car attendant starts the car A downwardly as previously described and at the same time presses the bypass or transfer button 45 in his car to bypass any hall calls registered for him and transfer them to the next following car.

The pressing of the bypass button 43 (which must be continued during the bypassing period) energizes the bypass or transfer relay PS by a circuit extending from the conductor L+ through the coil PS and the contact members of button 45 to the supply conductor L The energized relay PS opens its contact members PSI, PS2, PS3 and PS4. The opening of the contact members PSI deenergizes the auxiliary down direction preference relay Z for car A which opens its contact members Z3 to electrically disconnect the zone relay brushes 42 and 43 of car A from the zone relays 4DG, etc., thereby removing car A from signal zone operation. The opening of the contact members Z2 electrically disconnects the brushes 4C' and 4I from the storing relays K, L, etc., thereby deenergizing any energized storing relay for car A and also preventing their energization during the bypass operation. The opening of the relay contact members ZI electrically disconnects the down brush 38 from the floor selector stopping contact segments 2g, etc., thereby preventing operation of the circuits for stopping the car A in response to registering hall calls on its down trip.

The opening of the contact members PS2 of the relay PS opens the self-holding circuit for all of the up storing relays of car A.

The opening of the contact members PS3 opens the self-holding circuit for all of the down storing relays for car A including the relay M (Fig. 3) and thereby deenergizes that relay so that it no longer stores and appropriates to car A the down stop call registered at the second floor.

When the storing relay M for car A is deenergized, it opens its contacts members M3 in the circuit of the preventing relay 2DH thereby causing that relay to be deenergized and in turn close its contact members 2DH2 in the circuit of the storing relay BM for car B, to cause that relay to store and appropriate to car B the down registered call at the second iioor. The circuit for relay BM extends from the suppiy conductor L-l-ES through the now closed contact members ZDRS, coil BM, contact members 2DH2, to zone circuit B49, and thence through contact members 2DG2, 3DG2, 4DG2, 5DG2, 4UG2 and 3UG2, contact segment B207, brush 34 and the contact members BVS (because car B is standing at second floor up) and BY2 to the supply conductor L-6.

Upon being energized, the storing relay BM closes its contact members BMZ thereby creating a self-holding circuit for itself extending from the coil BM through the contact members BMZ, BTI I, and BPS?. to the supply conductor L-5.

The closing of the contact members BMI again energizes the preventing relay 2DH to in turn open its contact members 2DHI in the circuit of the storing relay M for car A to prevent ener gization of that relay.

It will be assumed now that the attendant on car A, While pressing the button 45, operates that car to run it to the lower terminal as previ ously described. In so doing, the down hall stopping brush 38 engages the contact segment 2g on the floor selector, but, inasmuch as the transfer of the down second iioor call from car A to car B has taken place, the storing relay M is deenergized, its contact members MI are open, and the segment 2g is dead. Therefore, the contact of brush 38 with segment 2g does not energize the relay FS to stop car A at the second floor. Hence it is seen that as long as the attendant in car A keeps pressing the bypass button in car A, that car will bypass any hall calls and will transfer them to the next nearest approaching car, eve-n though that car may, at the same time, be going in the opposite direction.

Also, inasmuch as the energization of the transfer relay PS has opened its contact members PS4 in the circuit of the down cancellation brush 31 of car A. that car will not cancel the registered down call at the second floor as it passes that floor in moving down to the lower terminal.

The opening of the contact members MI of the deenergized storing 'relay M also deenergized and extinguished the down signal lantern DL for car A at the second floor. At the same time, the storing relay BM for car B closed its Contact members BMS, thereby energizing the down signal lantern B2DL for car B at the sec ond iioor. The extinguishing of down lantern 2DL for car A and the lighting or the down lantern BZDL for car B at the second floor notifies the Waiting passenger at the second iioor that his stop call has been transferred from car A to car B so that he may move from the door of car A to the door of car B and be ready to board that car when it arrives.

It will now be assumed that the car B has run up to the upper terminal and has started on a down trip as previously described. As car B apn preaches the registered down stop call at the second floor, its brush B38 engages the energized contact segment B29 and thereby energizes the floor stopping relay BFS of car B by a circuit extending from the supply conductor LJN: through the contact members BMS, Contact segment Btg, brush B3B, contact members B23 and coil BFS to the supply conductor L-G.

causes the car stopping inductor system to fall into operation as previously described and there by effects the stopping of car B at the second floor on its down trip.

By reason of the foregoing it will be seen that when the attendant in a car bypasses the outside hall stop calls, he also transfers the call to the next following car and so operates the floor signal lanterns at the floors as to indicate to waiting passengers that their calls have been transferred and also the car to which they have been transferred.

Assumed operation of the system` with relays T and BT energized The system will now be operated after closing the system selecting push buttons 41 for car A and B4? for car B, thereby energizing the sysw tem selecting relays T and BT, to so open such The energization of the floor stopping relay BFS contact members and close such contact members in the elevator system that when a stop push button is operated. at a floor landing, the first car to arrive in the desired direction will stop in response to the operation of the push button. In other words, if one car passes another car it will automatically transfer to itself the calls on the passed car.

When the relays T and BT are energized, they open contact members which disconnect the circuits of the storing relays leading to the minus supply conductors. At the same time, they close contact members which short circuit the preventing relay contact members in the storing relay circuits leading to the ring circuits controlled by the zone relays. For instance, in Fig. 3, when relay T is energized it opens its contact members T3 in the circuit from storing relay K to supply conductor L. Hence, the storing relay will remain energized (if energized) only so long as the zone ring circuit 49 will permit in accordance with the position of the cars. At the same time, the closing of the contact members TI will short circuit the preventing relay contact members 4DH| in the storing relay circuit. Therefore, the storing relays will be energized after the operation of a floor stop button, in accordance with the position of the cars, and will change when the positions of the cars change. 'I'he following operation will make clearer the effect of energizing the system relays T and BT.

It will be assumed that the cars are disposed as they were left in the last operation; that is, car A at the lower terminal and car B standing at the fourth floor on a down trip.

It will also be assumed that a passenger at the fourth floor desires to go to the upper terminal, and presses the up push button 4UF to cause the next up car to stop for him. The operation of the button Will cause an immediate lighting of the signal lantern of the nearest car and will cause the first car to arrive to stop, through the operation of the following relays.

The pressing of the push button 4UF energizes the up call registering relay 4UR at the fourth floor by a circuit extending from the supply conductor L+3 (Fig. 4) through the contact members of push button 4UF, the coil of relay 4UR and the conductors 51 and 58 to the supply conductor L-3.

The energization of the registering relay 4UR closes its contact members 4UR2, thereby providing a self-holding circuit. The up stop call at the fourth floor is now registered and will remain registered until a car answers the call and restores the registering relay to its normal condition.

The closing of the contact members 4UR3 of relay 4UR. closes one gap in a circuit leading to the storing relay BN of car B, but that relay is not energized for the following reasons:

Inasmuch as car A standing at the lower floor with its zone brush 43 disposed on the zone segment I9', the zone relay IUG is energized by a circuit extending from the supply conductor L+4 through the coil of relay IUG, contact segment I7', brush 43 and the contact members V8 and Z3 to the supply conductor L-4. The energized relay IUG opens its contact members IUGI in the zone circuit 49 of car A and its contact members IUG2 in the zone circuit B49 for car B. Inasmuch as car B is standing at the fourth floor on its down trip, the brush B43 is disposed on its contact segment B47', thereby energizing zone relay IDG by a circuit extending from supply conductor L+4 through the coil of relay 4DG, the contact segment B47', brush B43 and the contact members BVI and BZl to the supply conductor L-4.

Inasmuch as the zone relay contact members IUG2 and 4DG2 in the zone circuit B49 are open, the down brushes B4I and B40 are prevented from completing a circuit through the contact segments B41' or B31' of the zone circuit B49 to the intersection point 65 leading to the coil of storing relay BN. Therefore, the registration oi the stop call on the button 4UF has no eil'ect upon car B or its storing relay BN at the present time.

The closing of the contact members 4URi of the relay 4UR completes a circuit for energizing the storing relay N of Car A, which circuit extends from supply conductor L|2 through the contact members 4URI, the storing relay coil N, the contact members 4UHI, the junction point B in zone circuit 49, and thence through the contact members 4UGI, SUGI and ZUGI to the contact segment Ii, brush 4I, and the contact members V3 and Z2 to the supply conductor L. Although the zone contact segments 4DG| and IUGI in the zone circuit 49 are open, they do not prevent the passage of current through a suiiicient portion of the zoning circuit 49 to energize the storing relay N.

The energization of the storing relay N closes its contact members N2 to provide a self-holding circuit for itself.

The energization of the relay N closes its contact members Nl to light the floor lamp 4UL and to energize the floor selector contact segment 4b in preparation for stopping the car A When it approaches the fourth floor. It will be observed that the lighting of the floor lamp 4UL immediately follows the energization of the rela-y 4UR and thereby constitutes an immediate signal to the waiting passenger at the fourth iloor to advise that passenger that car A has been conciltioned to stop for him and the door at which it will stop.

The energized preventing relay 4UI-I opens its contact members 4UHI in the circuit for the storing relay N, and its contact member 4UH2 in the circuit to the storing relay BN, thereby preventing the occurrence of sneak circuits through the floor selector` segments and brushes.

It will now be assumed that car A remains at the lower terminal and that the attendant on car B runs that car down to the lower terminal, passes car A, and then runs car B up toward the upper terminal.

Car B is started downwardly by the attendant operating the push button switch BDP in the car. Thereupon car B moves down to and is stopped at the lower terminal by the usual limit switches (not shown). As car B stops at the lower terminal, its high-speed relay BV is deenergized, thus opening its Contact members BVZ and closing its Contact members BVI, thereby maintaining the zoning relay lUG in an energized condition through the brush B43 now on contact segment Bij.

Both the cars B and A are now at the lower terminal, and both cars have completed circuits for energizing the zoning relay IUG. However, car B will not yet respond to the registered up call at the fourth floor, because the preventing relay 4UH is still energized and its contact members 4UH2 in the circuit leading to the storing relay BN are open, which prevents that relay from being energized even though the zone circuits might otherwise permit it. 

